Transmission-gearing.



E. H. SCHOFIELD.

TRANSMISSION GEARING.

APPLICATION rILBn 151111.23, 1911.

1,071,804, Patented Sept. 2, 1913.

2 SHEETS-SHEET 1.

rm.ul\\1u.\ I'LANnmmPu C0.. WASHINGTON. n. n

E. H. SGHOFIBLD.

TRANSMISSION GEARING.

APPLICATION FILED FEB. 23A 1911.

1,071,804, Patented Sept. 2, 1913.

2 SHEETS-SHEET 2.

coLUMnlA ILANOGRAPH co.,wAsM|NaToN, n. c

UTTE STATES PATENT OFFTCE.

EUGENE I-I. SCHOFIELD, F ATLANTA, GEORGIA; RAY H. SCHOFIELD, OF COOK COUNTY, ILLINOIS, ADMINISTRATOR 0F SAID EUGENE H. SCHOFIELD, DECEASED.

TRANSMISSION-GEARING.

Specification of Letters latent.

Application 1ed=February 23, 1911. Serial No. 610,126.

To all fie/101m, z' 15 may concern Be it known that I, EUGENE H. SoHorinno, a citizen of the United States, residing at Atlanta, in the county of Fulton and State of Georgia, have invented certain new and useful Improvements in Transmission- Gearing, of which the following is a specification.

This invention relates to improvements in transmission gearing, particularly adapted though not necessarily limited in its use to motor vehicles and one of the objects of the invention is to provide an improved mechanism of this character having frictional gearing for use in starting and for obtaining a slow and steady speed, and also positive gearing for propelling the vehicle, a further object being the provision of improved gearing of this character having means whereby a change may be readily made from either of the gearings to the other and at will.

A further object is the provision of an improved gearing of this character having emergency `mechanism adapted to be rendered active at, will.

A still :further object is to provide an improved gearing of this character which will be simple, durable and cheap in construction, and effective and ellicient in operatitm.

To the attainment of these ends and the acconiplishmcnt of other new and useful objects, as will appear, the invention consists in the features of novelty in the construction, combination and arrangement of the Iseveral parts hereinafter more fully described and clainied and shown in the accompanying drawings exemplit'ying the invention, and in whichlFigi'lre l is a top plan View of an iniproved gearing of this character constructed in accordance with the principles of this invention. Fig, 2 is a detail sectional view taken on line 2 2, Fig. 3. Fig. 3 is a sectional View on line f33, Fig. l. Fig. 4 is a sectional view on line 4t t, Fig. 3. Fig. 5 a sectional view on line 5 5, Fig. 1. Fig. t3 is a detail sectional view of the roller bearing.

Referring more particularly to the drawings and in the present exemplification of the invention, the numeral designates a portion of the frame work upon which are mounted suitable bearings 11 (one only of which is shown) in which is journaled the driving shaft 12, which receives its motion from any suitable source of power. This shaft preferably is arranged to extend longitudinally of the frame, and mounted thereon so as to rotate therewith, hut which is also capable of longitudinal adjustment on the shaft i12 is a frictional gear 13. Arranged below the shaft 113 and mounted so as to rotate with an upright shaft 14|; and also to rotate in a substantially horizontal plane is a :friction disk 15 with which the friction gear 15% imiperates. This disk l?) may be of any desired size and is supported by means of a ball bearing 1G so as to reduce friction. The shaft l/lis mounted in any suitable bearing and extends preferably for some distance below the main frame l0.

The bearing for the shaft l-t is provided in a support 17 beneath which is arranged a gear 1S which latter is secured to the shaft 1t for rotation therewith. A housing 1S) is provided for the lower extremity of the shaft Ill and also the gear '18. This housing is preferably of a size to house the various gears and clutches which will be hereinafter described. Secured also to the shaft 141; for rotation therewith and preferably below the gear 1S is an upright worm 2() and the lower extremity 2l of the shaft Ill-is preferably stepped in a bearing .22 of the housing 1t).

'lhe gear l?) is adapted to be shifted longitudinally on the shaft l2 so as to be moved toward or away from the periphery of the disk 'l5 in any desired or suitable manner, preferablyby means of a rock shaft 23 which is arranged transversely with respect to the shaft l2 and prelirably beneath the shaft and is mounted in suitable bearings 2l. Connected with the shaft 2?) are jointed levers comprising the sections 25, 2li, pivotally connected as at 2T so that il i adjacent extremities 2S, Slt), of the respective sections 25, 2G, when the gear 13 is in close proximity to the center of the disk 15, will abut and hold the gear 13 against longitudinal movenient on the shaft 12. The .free extrem ities of the sections 2G of the levers are connected to a collar 31, which latter has loose connection with the hub of the friction gear '1i-J. lhe shaft may be rocked in any desired or suitable manner, preferably by means of a 'ack 32 at the end of a bar or rod 3?) which latter is controlled and adapted to be adjusted by any suitable mechanism arranged Patented Sept. 2, 21.913.

in a convenient position for the operator on the vehicle. rlhis rack 32 slides in a suitable guide 34 and engages a pinion carried by the shaft 23. Thus itwill be manifest that when the bar or rod 33 is shifted in one direction or the other the rack 32 will impart rotation to the pinion 35 and this will in turn rockthe shaft 23 to break the oint between the ends of the sections 25, 25, of the lever, (assuming the parts to be in the position shown in Figs. 1 and 3), to yshift the gear 13 toward the periphery of the disk 15 so that a slow speed will be imparted to the disk. When the rack 32 is moved in the opposite direction the gear 13 will also be shifted in the opposite direction and away from the periphery of the disk 15.

The shaft 12 is arranged in such a position with respect to the upper surface of t-he disk 15that it will normally hold the periphery of the gear 13 so that it will bear light-ly on the disk without pressure, thereby permitting the friction gear 13 to slide freely over the face of the disk without transmittingv power thereto. Y

Mounted upon the'shaft 12 and in any convenient position with respect to the disk 15 is an idler 36 which is adapted to engage the face of the disk and is provided for the purpose of equalizing the pressure on the face o-f the disk 15.

Arranged within the housing 19 are a pair of shafts 33, 39, which are journaled in suitable bearings 40 and one of these shafts is arranged on each side of the upright shaft 14. Mounted loosely upon the shaft 38 is a worm gear 41 which is so arranged with respect to the upright worm 20 as to mesh therewith and mounted upon the shaft 39 is a similar worm 42 which also meshes with the upright worm 20. r1`he shaft 3S projects beyond the housing as at 43 (see Fig. 4) and is connected in any desired o-r suitable manner so as to impart motion to the wheels of the vehicle through the usual differential. gears, etc., if the latter are employed. A gear 44 is mounted upon the shaft 38 within the housinO 19 so as to rot-ate therewith and for this purpose there is provided the usual key or spline connection 45, whfch latter also permits the gear 44 to be adjusted longitudinally on the shaft 33 so as to lock the gear 41 to the shaft for rotation therewith or to unlock the gear so as to permit the shaft to rotate independently with respect to the gear. Any suitable means may be provided for thus locking the gear 41 to the shaft and for this purpose the gear 41 is provided with a hub` or sleeve 4G which has a clutch face 47 and the gear 44 is also provided with a hub or sleeve 4S which in turn has a clutch face 49. The gear 44 is also provided with a collar 50 to which is con` nected the usual yoke 51 and by means of which yoke "the gear 44 may be. shifted lon-V gitudinally on the shaft 33 so as to move the clutch faces 49, 47, into or out of engagement as desired.

A gear 52 similar to the gear 44 is provided and mounted loosely on the shaft 39 and this Vgear 52 is adapted to be thrown into operating position to lock the gears 42 and toY reverse the operation of the shaft 33. F or this purpose the gear 42 is provided withy a hub or sleeve 53 having a clutch face 54 and the gear 52 is provided with a hub' or sleeve 55 having a clutch face 56. A cellar 57 is also provided on the gear 52 with which a yoke 58 (see Fig. coperates in the ordinary and usual manner and is adapted to shift the gear 52 on the shaft 39 and longitudinally with respect thereto. This gear 52 is preferably mounted loosely upon theshaft 39 and the gear is adapted to be locked for operation only when the clutch faces 54, 56, are in engagement.

Vilith this mechanism thus far described, it will be apparent that motion is imparted to the shaft 14 through the medium of the friction gears 13, 15, and the rotary motion of the shaft may be imparted to the shaft ,38 to drivethe vehicle forward when the 'gear 44 locks thegear 41 to the shaft 38. `When it is desired to reverse the direction of motion of the shaft 38 the gear 41 is unlocked from the shaft and the gear 52 is locked with. the gears 42 for rotation thereby in the manner already described. When thus locked it will be apparent that motion will be imparted to the gear 42 through the medium of the worm 20 and the gear 52 will be rotated, which in turn will rotate the gear 59 and the rotary motion of the gear 59 will be imparted to the gear 44 which is splined or keyed to the shaft 38, to rotate the latter in the opposite direction or in a reverse direction, see particularly Fig. 4) and which operation is performed through the gear 59 which latter is mounted loosely upon an intermediate shaft 6G journaled in suitable bearings 61.

The friction gearing comprising essentially the gear 13 and disk 15 is provided for starting the vehicle at a slow speed and for maintaining the speed steady. rlhe slowest speed will be obtained when the friction gear 13 is near the periphery of the 'disk 15.

`rlhe speed of the vehicle may be increased by adjusting the friction gear 13 toward the diametric center of the disk 15 or toward the shaft 14 and when the gear 13 has reached this position (as shown in Fig. 3), the highest speed will be imparted to the disk and the shaft 14. The worin gears are thus provided for the purpose of acting as a reducer of the speed, as will be `understood.

ln order to impart a reasonable speed to 'the vehicle there are provided mechanisms 52 `for rotationtogether when it is desired by means of which the worm gear structure may be eliminated and in order to accomplish this the gear 18 is provided on the shaft 14; and a gear G2 is provided on the shaft G0 and is loosely mounted on the shaft so that it may be rotated independently with respect to the shaft. This gear G2 meshes with the gear 1S and it will be apparent that although this gear 62 always remains in mesh with the gear 1,8, its rotation while the frictional driving mechanism is being employed, will not interfere with the operation of the frictional driving mechanism. ln order to render the gear (52 active for the purpose of imparting motion to the shaft 38 when the frictional gearing above described has reached its highest rate of speed, .mechanism must be provided for looking the gear (S2 for rotation with the gear 59. ln order to accomplish this result, a clutch face or element 63 is provided and connected with the gear G2 and a cooperating clutch face (il provided and connected with the gear `When the gear 59 is shifted to the position sho-wn in Fig. t so that the clutch :faces (SB, (lit, are outl of engagement, the frictional driving mechanism will operate in the manner already described but when the gear 5S) is shifted so as to lock the gear (32 for operation, and the gears elet, 52, shifted so as to unlock the gears 11, 42, the driving will be effected from the shaft 14 through the gears 18, 62, gear 59 and gear 411 to the shaft 38. The gear 59 is adapted to be shifted in a manner similar to the gears 4.4L, 52, that is, by means of a collar G5 connected with the gear 59 coperating with which collar is a yoke 66. Vhen this gear 62 is rendered active for driving the vehicle it is advisable that the shaft ll be positively driven and in order to accomplish this result a gear G7 is connected to the shaft 141 for rotation therewith and this gear is preferably located to project above the face of the disk A gear 68 is connected with the friction gear 13 so that when the gear 13 reaches the point with respect to the gear 15 at which it will impart the highest rate of speed to the disk 15, the gear G8 will move into mesh with a gear G7 and the motion will be in'iparted directly from the shaft 12 to the shaft 14 through the medium of the interi'neshing gears 67, 68.

The gears fl, 52, 59 are adapted to be shifted into and out of operating positions at will in any desired or suitable manner. A. simple and efficient means for accomplishing this result comprises a rock shaft G9 provided with cams 70, 71, 72, and the yokes 51, 58, 66, are constructed in the form of bell crank levers pivotally supported at 73 and one arm 711 of the respective bell cranks is so disposed with relation to the respective cams 70, 71, 72, that when the shaft (39 is rocked, one of the cams will engage the respective arm 711: to shift the respective gears 1111-, 52, 5S) as will be understood. The shaft 73 may be .rocked in any desired or suitable manner from the vehicle. A simple and etlcient means which is here shown for rocking this shaft comprises a rack 74C which is adapted to be controlled b y the operator and this rack 7l meshes with a gear 75 on the shaft 73.

As has alrez 'ly been set forth, the shaft 12 is so arranged with respect to the surface of the disk l5 and the diameter of the gear 13 is such that normally the periphery of the gear 13 will bear lightly upon the face of the disk 15 so as to permitthe ready shifting of the gear 13. 1n order therefore to control the degree of pref-:stufe of this gear l?, on the face of the disk l5 so that the desired motion will be imparted to the disk 1 5, any suitable mechanism may be provided. A simple and ellcient means for tmcomplishing this result will now be described.

A pressure bar or rod This providetfl which extends over the shaft 12, transversely with respect thereto, and is pivotally supported as at 77 to any fixed support 78. itrranged beneath the pressure bar 7G and having a bearing upon the shaft l2 is a roller bearing member' 79, comprising inner and outer rings S3 and 811-, the former of which is secured to the shaft 12 and coniprises a removable plate S6 secured to the ring by means of screws S7 and rotatable within the outer ring S111. The rings are provided with channels in their abutting faces adapted for the reception of bearing rollers The ring Set is arranged for engagement with the bar or rod 7G and dowlnvard pressure on the ring forces the bearing rollers 85 against the inner ring S3, thereby serving to regulate the speed of the shaft 12. The free extremity 8O of the pressure bar or rod is adapted to be lowered or moved in a direction to force the shaft 12 dowmvardly to move the gear 12:) into engagement with the face of the disk .in any suitable manner, preferably by means of a link S1 which is pivotally connected to the free extremity of the pressure bar and con neclrd to the other extremity thereof is a member 82 which is connected with suitable mechanism on the vehicle arranged in convenient position for the operator, so that when the operator acluates this member 82 the pressure bar 7G will he drawn downwardly to etl'cct the desired degree of friction between the gear 123 and disk 15. The pressure bar 7f3 also serves the function of resisting any tendency of the shaft 12 to spring upwardly which would tend to move the gear (i8 out of mesh with the gear G7.

lVth this improved construction and arrangement of parts it will be manifest that the various clutches and gears luay be controlled at the will of the operator and the clutches so positioned tliatmotion may be imeither through the medium of the friction drive or by the positive drive through the medium of the gears 68, 67. Furthermore any one or more of the various gears may be thrown into or out of action to meet the AeX- istingL conditions or the desire of the oper ator.

That is claimed as new isl. The combination of driving and driven shafts, positive forward driving and reversing mechanism, operatively connected with one of the shafts, a friction disk disposed to rotate in a substantially horizontal plane and operatively connected with said forward driving and reversing mechanism, a friction gear operatively connected with the other of said shafts and coperating with the said disk, and means individual to said positive and friction mechanisms for rendering either of them active or inactive a-t will.

2. The combination of driving and driven Vshaft-s, an intermediate shaft operatively connected with one of the 'first two recited shafts, friction gearing operatively connecting the other of the first two recited shafts andthe intermediate shaft, positive gearing for also operatively connecting the last two recited shafts, and means whereby the said intermediate shaft may be driven through either the said friction gearing or the positive gearing.

3,. The .combination of driving and driven shafts, an intermediate shaft operatively connected with one of the first two reci-ted shafts, friction gearing operatively connecting the other of the firs-t two recited shafts and the intermediate shaft, positive gearing for also operatively 'connecting the last two recited shaft-s, and means whereby the intermediate shaft may be dri-ven through either the said friction gearing or the positive gearing, and at will.

4f. :The combination of driving and driven y shafts, an intermediate shaft operatively connected with one of the first two recited shafts, friction gearing operatively connecting the other of the first two recit-ed shafts and the intermediate shaft, positive gearing for also operatively connecting the last two recited shafts, and means common to bot-h ofthe said friction and the positive gearings for rendering one inactive while the other remains active.

5. The combination of driving and driven shafts, an intermediate shaft, vrmeans operatively connecting said intermedia-te shaft with one of the first recited shafts .and embodying forwardly and rearwardly driving mechanism, friction gearing operatively connecting said intermediate shaft with the other of the first two recited shafts, positive gearing for also operatively connecting the last Atwo recited shafts, and means whereby one of the said friction and the said positive gearings may berendered inactive while the other remains active. V

6. The combination of driving and driven shafts, an intermediate shaft, means operatively connecting said intermediate shaft with lone of .the first'recited shafts and .embodying forwardly and rearwardly driving mechanism, friction gearing operatively connecting said intermediate shaft with .the other of the iirst two reci-ted shafts, positive gearing for also operatively connecting the last two reci-ted shafts, and means whereby one of the said friction and the said positive gearings may be vrendered inactive while the other remains active, and at will. V

7. The combination of driving and driven shafts, an intermediate shaft, means operatively connecting said intermediate shaft with one of the first recited shafts, and embodying forwardly `and rearwardly driving mechanism and alsov reduction gears, friction gearing operatively ,connecting said intermediateshaft with t-he other .of the first two recited shafts, posit-ive gearing for also operativeiy connecting the last two recited shafts, and means whereby one lof the said friction and the said positive gearings may be rendered inactive while the other remains active.

8. The combination ofdriving and ,driven shafts, an intermediate shaft, means operatively connecting said intermedi-ate shaft with one of the first recited shafts, and em- I'bocllying'forward-ly and rearwardly driving mechanism and also reduction gears, friction gearing operatively connecting said intermediate -shaft with the other of the first tw-o recited shafts, positive 'gearing for `also operatively connecting the Elast two recited shafts, -and'means common .to both the said friction and the positive gearings for ren` dering one inactive while the lother remains Y i active.

9. The combination of driving vand driven shafts, means operatively connecting -said shafts and embodying forwardly and rearwar lly driving mechanism, friction gearing connected with said mechanism and embodying a friction disk `and a friction. gear cooperating therewith, means for Ichanging the ,relative positions of the gear with relation to the disk, positive gearingv also connected with said mechanism for `driving it, and means -for alternately rendering said positive and friction gearing .active and inactive one with respect to the other.

i0. The combination of driving and driven shafts, Ameans operatively connecting said shafts and embodyingforwardly and rearwardly driving-mechanism, friction gearing connected with sag-id mechanisms and yembodying a friction disk, and da friction gear coperatin-g therewith, means for changing the relative positions of the gear `with relation -to the disk, a .positive gear operatively connected with the disk for rotation therewith7 and a companion gear operatively con nected with the friction gear, said positive and companion gears being movable into and out of mesh by such change of relative positions of the elements of the friction gearing.

11. rlhe combination oit' driving and driven shafts, a friction disk operatively connected with one of the shafts and arranged to rotate in a substantially horizontal plane, a friction gear operatively connected with the other of said shafts and coperating with the face of the disk, means for varying the degree ot' pressure between the gear and the face of the disk at will, and means vfor equalizing the pressure on the Yface o'l the disk, the said pressure varyingmeans embodying a pressure bar extending` across and in proximity to the disk and eoperatingr with the said other shal't, an anti-friction bearing bctween the bar and the last recited shaft.

In testimony whereof I have signed my name to this specification, in the presence of two subscribing' witnesses, on this 13th day 25 ot February A. D. 1911.

EUGENE H. SCHOFIELD. lVitnesscs FRANK M. SoorniLD7 H. E. S'roomxmneic.

Copies of this patent may be obtained for ve cents each, by addressing the Commissioner of Patents. Washington, D. C. 

